Honda just threw some more ‘R’ at the CBR Sport Bike model lineup for 2019 and it’s a massive hit in the right direction!

First up, let’s go over the fact that there will NOT be a 2019 CBR650F from Honda. The CBR650F is being discontinued and replaced by the CBR650R for 2019. Why? Because the competition stepped it up and Honda decided to follow suit and thankfully ditched the F at the end of the CBR650F for 2019 as I would have so many ask “why is this one an F and there are no other CBR-F models?” and many other variations of the same question. Now it’ll make life a lot easier for everyone when it comes to understanding the CBR, CB-F, CBR-RR and CB-R model lineup as it’s expanding year after year now.

1. | CBR650R Introduction

Honda’s fully faired CBR650F, launched in 2014 followed up by the naked CB650F (CB650F replaced by CB650R in 2019), provided a healthy slice of four-cylinder middleweight performance, very much at the sporty end of the ‘sports touring’ spectrum. In 2018 it received sharper styling, highlighting the engine more, plus a peak power boost, Showa Dual Bending Valve front fork and revised Nissin brake calipers.

For its 2019 evolution, the CBR650F has become the CBR650R. Taking styling cues directly from the 2019 CBR1000RR Fireblade, but with an attitude all of its own, ‘F’ becomes ‘R’ – indicating a potent shot of sporty ability that’s designed to be explored, used and enjoyed on the street.

In the process of its transformation, the CBR650R has become a rare breed: a sport bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality to make it a viable option as day-to-day transport in addition to weekend fun.

2. | CBR650R Model Overview

While the new CBR650R draws heavily on the CBR1000RR Fireblade for styling direction, its distinct new lines have an aggressive look of their own, especially around the upper front fairing.

The riding position has been adjusted to move the rider’s weight more forward, and downward. All lighting is LED and the new LCD instrument display now includes a Gear Position and Shift Up indicator.

11 lbs have been shaved from the chassis compared to the CBR650F, thanks to revisions to the frame, fuel tank and footpegs. A 41mm Showa SFF USD fork, radial-mount four-piston calipers and floating discs are new additions. The wheels are also redesigned.

A new intake and exhaust, plus cam timing change and increased compression ratio are responsible for the engine’s 5% peak power boost and smoother, stronger torque delivery through the mid-range. It also now revs to 12,000 RPM, an extra 1,000 RPM.

For 2019 an assist/slipper clutch is now fitted to ease upshifts and manage fast, successive downshifts; new Honda Selectable Torque Control (HSTC) maintains rear wheel traction.

3. | CBR650R Key Features / Development

3.1 CBR650R Styling & Chassis

Aggressive lines build on the pure sports styling of the CBR1000RR Fireblade

Lighter frame plus other savings shave 11.6 lbs from curb weight

41mm Showa Separate Function Fork (SFF) front suspension

Radial-mount brake calipers and floating discs

Full LED lighting and new LCD instruments

Clip-on handlebars now mount below the top yoke

While its four-cylinder power unit is still firmly on display, the CBR650R’s new wrapping ramps up the pure sporting appeal; dual LED headlights emit a penetrating, uncompromising stare, and the upper and (extended) lower fairings blend muscularity with sharp, slim lines and angles.

The seat unit is more compact and truncates the rear of the machine, adding to the harder-edged sense of purpose. The aggressive riding position starts with clip-on handlebars that now mount beneath the top triple clamp; they’re 1.2 inches forward and lower than the CBR650F, and footpegs are .1 inches further back and .2 inches higher. Seat height remains 31.9 inches.

The steel diamond frame is updated for 2019 with pressed (rather than forged) swingarm pivot plates; it’s 4.2 pounds lighter than the previous design and uses twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics with high levels of rider feedback.

Curb weight is reduced by 11.6 pounds to 458 pounds on the ABS version (measured with all fluids), thanks not only to the lighter frame, but also savings to both the fuel tank and the new super-sport-style footpegs.

Also new is the 41mm inverted Showa Separate Function front Fork (SFF). Adjustable for seven-stage spring preload, the single-tube shock operates directly on the curvaceous gravity die-cast aluminum swingarm. Rake is set at 25.5° with trail of 101mm and wheelbase of 57 in.

Four-piston radial-mount front brake calipers work on 310mm floating rotors, and are paired with a single-piston rear caliper and 240mm rotor. Two-channel ABS is available. The cast aluminum wheels are a brand-new design with five Y-shaped spokes, reducing weight by .97 and 1.2 pounds front and rear, respectively, improving handling by reducing inertia and unsprung mass. They come wrapped in 120/70-ZR17 and 180/55-ZR17 front and rear tires

3.2 CBR650R Engine

5% more horsepower above 10,000 RPM, 1,000 RPM higher redline

Torque delivery smoothed and boosted

New intake and exhaust designs flow more gas, and enhance the engine note

Honda Selectable Torque Control (HSTC) features for the first time

Assist/slipper clutch

Honda’s development engineers wanted to create the purest, most enjoyable midsized four-cylinder performance possible for the CB650R rider, so the 649cc, DOHC 16-valve engine has been tuned to eliminate a slight torque dip at 5,500 RPM, and deliver 5% more power above 10,000 RPM with a redline raised 1,000 RPM. Peak power arrives at 12,000 RPM, with peak torque delivered at 8,500. The net result is a motor that spins harder, and for much longer, at high rpm, with a smooth, linear torque delivery that builds strongly as revs rise, and sounds great in the process.

2019 CBR650R Performance Numbers:

CBR650R HP – 94 HP @ 12,000 RPM

CBR650R TQ – 47 ft/lb TQ @ 8,500 RPM

CBR650R kW – 70kW @ 12,000 RPM

CBR650R Nm – 64Nm @ 8,500 RPM

Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio raised to 11.6:1 (from 11.4:1), and the combustion-chamber shape is optimized by use of a revised piston design. The valve train has been reinforced and valve timing revised; iridium spark plugs are also now employed.

Asymmetric piston skirts minimize bore contact, reducing friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer, and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channeling from the cylinder head to the cylinders does away with most of the exterior hoses.

New twin air ducts on either side of the fuel tank feed a larger volume of air, as opposed to the single, central duct of the old model, raising atmospheric pressure in the airbox. They also produce a throaty intake roar. The exhaust now features a larger bore tail pipe—from 1.4 to 1.5 inches—inside the muffler to flow more gas and, with its exit pipe angled upward, to transmit the evocative howl more directly to the rider.

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout with the cylinders canted forward 30°. An assist/slipper clutch is a new addition and eases upshifts (with 12% less lever load) while managing rear-wheel lock up under rapid downshifts. On the CBR650R ABS version only, Honda Selectable Torque Control (HSTC) manages rear-wheel traction; it can be turned off should the rider choose.